Mechanism for changing and governing the speed of engines



May 14, 1935. W. R. SPILLER- MECHANISM FOR CHANGING 'AN D GOVERNING THE SPEED OF ENGINES Filed July 20., 1934 INVENTOR. (William Rfipillen R/WvQwTwv ATTORNEY.

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'aooisoo IVIIEQHANESP/l Fillllt CHANGTNG DTITE GZDVEEFN ENG THE SPEED @It ENGMES William R. Spiller, Jieveland, @hio, assignor to The White Motor Gonrpany, (Cleveland, @hlo,

a corporation oi (Ohio Application July 269, 11.934, Serial No. 336,225

3 Claims Tins invention relates to internal combustion engines, and more particularly to mechanism for changing and governing the speed thereon.

It is an object of this invention to provide an 5 efficient speed-change mechanism of the type which comprises a governor for limiting the errgine speed.

It is a further object of this invention to provide a speed-change mechanism of thetype above delo fined which embodies but a single throttle valve.

lt'is a further object of this invention to provide a speed-change mechanism of the type specifled in the first object which comprises means for notifying the operator of the initiation of gov-= ernor control.

Other objects will appear in the following description when read in connection with the accompanying drawing, in which:

Figure 1 is a side elevation of an automobile engine equipped with a speed-change mechanism embodying the present invention, certain parts being brokenaway and others being shown in sec-'- tion for the purpose of disclosing internal construction.

Figure 2 is a perspective view of a portion oi the throttle control mechanism, and

Figure 3 is a fragmentary sectional view of the mechanism shown in Figure 2 and often adjacent portion of the engine, the section being taken on line of Figure l. 7

Referring to the drawing, the numeral ill in dicates an internal combustion engine; and the numeral ii the rloor boards of an automobile of which the engine ill constitutes a part.

The fuel induction system of the engine iii comprises an inlet manifold i2, an inlet pipe l3 leading downward from the manifold 62, and a carburetor it mounted on the lower end of the inlet pipe The carburetor it is constructed with a con ventlonal throttle valve in of the butterfly type equipped with an operating lever it located on the rear side of the carburetor. The lever it is oper= atively connected through a mechanism P with a governor ll secured to the side of the engine and with a throttle control mechanism Q mounted on the iioor boards ll.

The mechanism P comprises three levers ill, it and iii fulcrumed on a screw 29 mounted in the side of the engine, the lever it being held in po sition with respect to the levers it and so by means of spacer-washers 22. The lever it and the upper arm of the lever 59 are formed with laterally extending parts 23 and 2 3 which are brought into 'engegent by the governor ll as (or. na ies) hereinafter explained; and the lever 2t and the lower arm of the lever iii are formed with similar parts and it which are maintained in engagcment at speeds below governor control by a tension spring 2?] connecting the lower ends of the levers.

The lever it is connected to the operating mechanism of the governor H by a pivotally at= tached rod it, the lever it to the operating lever it or the throttle valve 55 by a pivotally attached rod 29, and the lever it to the throttle controlled mechanism Q by a pivotally attached rod ill.

The governor ll comprises a casing 3i mounted upon a seat formed on the side of the engine. Mounted within the casing 8 i, there is a rotatable shaft-32 driven from the engine camshaft by means of gears 33 and E36; and rigidly attached to the shaft 32 and having hearing on a seat 35 formed on the base of the casing ill, there is a member 3d which supports a pair of pivotally mountedgovernor weights formed with inwardly extending arm's Slidably mounted upon the upper end of the shaft there is a sleeve formed at its lower end with a concave surface upon which the arms to exert an upward carnining action on outer movement of the weights ill. The sleeve so is pressed downward against the arms 38 of the governor weights by a spiral spring to, which prevents upward movement of the sleeve 39 below a certain predetermined engine speed. The sleeve 3% is connected to the upper end or" the rod to leading from the mechanism P by a lever ll iulcrurned on the casing ill.

The governor is so constructed that it operates to move the lever ill into engagement with the lever ill for all conditions or" load within a small range of speeds spaced below the highest allowable engine speed by a small speed change, and following the engagement of the levers it and it to resist further throttle opening movement of the lever it with a force capable of causing separation of the levers ill and ill. It is so designed and coordinated with the other parts of the throttle actuating mechanism that the introduction into the throttle actuating mechanism of the initial tension of the spring 2i following separaion of the levers as and it will operate to increase the opening or" the throttle valve only a small amount, and the increase in tension set up therein by moving the mechanism Q to the limit of its throttle opening movement but a small added amount, provision being made through the proper adjustment of parts such that the speed of the engine can under no condition be increased he= ill speed.

The throttle control mechanism Q comprises a bell crank lever 42 pivotally supported from the floor boards H by means of a member 43, and a plunger 44 pivotally attached to the upper end of the lever 42 and extending upwardly through the floor boards for actuation by the operator of the vehicle. The lever 42 is formed with a stop 45 designed for engagement with the fioor boards H, and is pivotally connected at its lower end to'the rod 30 leading from the lever 20 of the mechanism P. A tension spring 46 attached at one end to the rod 30 and at its other end to the side of the engine urges forward motion of the rod 30 to maintain the lever 42 in position with the stop 45 engaging the floor boards.

The adjustment and construction of the throttle mechanism just described is such that the parts thereof occupy positions as illustrated for idling speed of the engine.

Assuming that the engine is running at idling speed, depression of the plunger 44 will act through the lever 42 and the rod 30 to cause rearward rotation of the lever 20, and through the spring 21 the lever land the rod 29 to produce rotation of the throttle valve l5 towards an open position. As the speed of the engine is increased through depression of the plunger 44, the speed effecting governor operation will be reached, following which the sleeve 39 will be moved upward by the camming actions of thearms 38. The resuiting upward movement of the sleeve 39 acting through the lever 4| and the rod 28 will cause the lever Hi to be rotated in an anti-clockwise direction, and at an engine speed slightly greater than that initiatingupward movement of the sleeve will bring the part 23 on the lever IS in engagement with the part 24 on the lever 19 to check further movement of the latter lever in a clockwise direction. Due to the design of the governor as heretofore set forth, the last described movement will take place under all conditions at a speed less than the allowable engine speed.

Further depression of the plunger following engagement of the stops 23 and 24 on the levers l8 and I9 will operate to move the lever 20 away from the lever 19 adding to the pull on the rod 3Q the tension of the spring 21, and notifying the operator that governor control has been initiated. A portion of the tension of the spring 21' will also be added by way of the parts I8, 28, and 4| to the spring load on the governor sleeve 39. The added load on the sleeve 39 will act to depress the sleeve a small amount, and in so doing will move the arm I8 in a clockwise direction with the result that the spring 21' will act to move the arm I9 in a like direction to further increase the throttle opening. As the plunger 44 is further depressed, the tension of the spring 2'! will be increased, increasing the load on the sleeve 39 and producing further opening movement of the throttle valve. In accordance with. the manner in which the governor is designed and coordinated with the other parts of the throttle actuating mechanism the maximum speed attained by depressing the plunger 44 to the limit of its movement will fall within a small range of engine speeds having as its upper limit the speed selected as the highest allowable engine speed If the pressure on the plunger 44 is released after reaching a point where the spring 21 has been placed under tension, the lever 20 will be first moved under the influence of the springs 2! and 46 to bring the part 25 into engagement with the part 26 on the lever [9, after which the levers 2n and I9 will be rotated tdgether in a clockwise direction under the influence ofthe spring 46 moving the valve l5 toward a closed position. As

the speed :of the'engine is decreased, the speed will be reached where the force of the spring 40 will overcome the upward thrust of the arms 38 of the'weights 3l, following which the sleeve 39 will be moved downward by the spring moving the lever l8 away from the lever l9 back to its original position.

Althoughthe foregoing description is necessarily of a detailed character, in order that the invention may be completely set forth, it is to be understoodjthat the specific terminology is not intended to be restrictive or confining, and that various rearrangements of parts and structural details may be resorted to without departing from the scope or spirit of the invention as herein claimed.

I claim as my invention:

1. The combination in an internal combustion engine, of a throttle valve for said engine, a gov- .ernor associated with said engine designed to and being further arranged in such a manner that it is maintained out of engagement with said first named member at speeds below the aforesaid predetermined speed and brought into engagement with said first member as-the en.- gine speed is increased above the aforesaid predetermined speed, a third movable member operatively connected to said throttle actuating lever arranged to move in the same direction as said first member in opening and closing the throttle valve, means carried by said first and to maintain the aforesaid engaging means in engagement in the absence of interference by said second member, but permitting separation of said engaging means following the point in movement of said first and third members in opening the throttle valve at which further movement of said first member is opposed by the actuating force of the governor acting through said second member.

2. The combination in an internal combustion engine, of a throttle valve for said engine, a gov- .ernor associated with said engine designed to produce movement of correlated parts at a predetermined engine speed, a throttle actuating member,

a lever mounted on a fixed fulcrum operatively connected to said throttle valve, a movable member operatively connected to said governor, arranged to be moved thereby upon an increase of speed above the aforesaid predeterminedspeed in an opposite direction to said first lever in causing an increase in speed, and being further arranged in such a manner that it is maintained out of engagement with said first lever at speeds below the aforesaid predetermined speed and brought into engagement with said first lever as the engine speed is increased above the aforesaid predetermined speed, a second lever mounted on said fulcrum operatively connected to said throttle actuating member, the arrangement of said second lever and of the means connecting it with said throttle actuating member being such that movement of said throttle actuating member in a direction to open the throttle tends to cause separation of said first and second levers, means on said first and second levers designed for abutting engagement, and resilient means placed under tension connecting said first and second levers acting to hold the engaging means on said levers in engagement, the tension in said resilient means being sufiicient to cause said first and second members to move together in a direction to open the throttle valve, but being insufiicient to prevent separation of said first and second levers when further movement of said first lever is opposed by the actuating force of the governor acting through said movable member.

- 3. The combination in an internal combustion engine, of athrottle valve for said engine, a governor associated with said engine designed to produce movement of correlated parts at a predetermined engine espeed, a throttle actuating member, a lever mounted on a fixed fulcrum operatively connected to said throttle valve, a sec- 0nd lever mounted on said fulcrum operatively connected to said governor, said second lever being connected to said governor in such a manner as to be moved thereby upon an increase of speed above the aforesaid predetermined speed in an opposite direction to said first lever in causing an increase in speed, means on said first and second levers designed for abutting engagement, the connection between said first lever and said throttle valve and the connection between said second lever'and said governor being so coordinated that the aforesaid engaging means are maintained out of engagement at speeds below the aforesaid predetermined speed, and brought into engagement as the engine speed is increased above the aforesaid predetermined speed, a third lever mounted on said fulcrum, means connecting said third lever with said throttle actuating member, the-arrangement of said third lever and the means connecting it with said throttle actuating member being such that movement of said throttle actuating member in a direction to open the throttle tends to cause separation of said first andthird members, means on said third lever and said first lever designed for abutting engagement, and resilient means placed under tension connecting said first lever and said third lever 

